Center-sill reenforcement



Apfil 5,1926. 135191599` J. P. GVALLAGHER CENTER SILL REENFORCEIENT K Filed llaxjch 12, 1924 2 sbggtghegt g IN VEN T01? John I? 'allayher l TTORNEY Patented Apr; 6, 1926.V

UNI-'TED PATENT 'fl'f-lince.:w

JOHN i?. GALLAGI'EmoFJERsEY CITY, NEW .innsni'n AssIGNoR. To MasonciinconT Y ronnrion, on NEW YORK; Y.,

A: coRPoRATioi'v oF DELAWARE y cnnrnnlsitr. niiEuronenMEN'T'.l

Appli-cation `inea mieren v i2, A199m. serial no. s983738.

To all whom t may concern Be it known that I, JOHN'P. GALLAGHER,

a citizen ot'the United States, vand resident ci Jersey Gity,'in the county of' Hudson and State of NewJersey, have invented -,certain new and useful Iinproveinentsin Center-Sill Reentorceinents, of which the :following isv a specification. y i a t The invention relates in general to an iinproved forni ot' car center sill construction Vfor use in connection with freight,k passenger and otherl torins of cars when forinedrjof instal and/or wood,`and the invention :speciiica'lly relates to ainetallic reenforceinent for car underfraines which Ihave ltheifrcen? ter and other sillsv formed wholly or, in

part' of wood.

This application "constitutes a y'developinent of the disclosure in -iny eopending application for conibiiieddraftarin and center sill 'reeiiiior'c-eii'ient, Serial No.595,ii6l,^iiled -October vi8, '1922, and the present disclosure Y is to be regarded as another embodiinentof the invent-ive features disclosed'and claiined in this pendingl application; Y Y

In the forin of the invention herein selected torspeci'lic discussion reference vwill be in'ade tothe metallic reenforceinentfor the wooden center sills found fon.. certain makes of freight' cars now in general use. The undert'raines of these cars are usually not ot sulticient strength to resist either the load imposed thereon nor the pulling and butinfr shocks incidental'to present service conditions. This weakness of construction is noted throughout the entire lcenter sillsy and is caused principally bythe fact-that within recent yearsthe hauling capacity oiLl freight locomotivesV and cars 'has been practically doubled.v Further, in accordance with present American Railway Association requirements new freight cars are built with steel center sills containing not. less than thirty square inches sectional area, of metal between rear draft lugs. Freight cars with both wood and steel center sills areplaced in trains indiscriminately so that the carsV with Wooden center sills are subjected to the saine shocks as those havinzgl heavy modern steel Acenter ills. In consequence of theinore powerful locomotives and the more massive cars used and the increased tonnage hauled in each train, the pulling and buiiingshocks incidental to the starting-.propelling and stoppingof the trains have likewise been proportionately increased. In starting andV propelling the presentl day train'v the increased draw bar pull caused by the i11- crea'sed tonnage and number ot' cars hauled in *each train proportionately increases the pulling shocks which results. in increased direct tension inthe Ytwo'center sills between trntffdraity liigs,"aiid likewise in stoppingv failures vin service of cars equipped withy wooden'center sills-that the "tension and coinpressin above described are consequently greater than was expected by tlie designers otthesecars. Therefore it -is a general pur- Aposeof this invention to 'provide anieans Ator ieeiiforcin'g thesev wooden centerr sills preterablry throughout their length between end sills, or vat leastv where Aincreased strength lis desired-in a manner suiiicient to nieet the` requirenfents ot present day service condi: tions.- .7 Y

AAttempts have been inade to reenforce tliesewooden.sills by'providing a fabricated inetal channel beain construction which is secured 'to the ivoodensills for the purpose of providing` additional strength to the' wooden 'car underfraine.

This Avreenforc'einent has lieretoforegbeen `forinedlof standard jtorins or' rolled -channel iron, Yheavy H-beains and angle orins secured together 'byfiat plates yrivetedthrough the-flanges ofthe beams and The use ot these commercial forinsY forms. is apparen'tlvregarded as 'necessarykto give suilicient cross-section otniaterial soas Yto VprovideV the' necessary reentorceinent andit has been considered lthat the forins should havea greater cross-sectional area than is theoretically necessary in order to'coinpensate' for the weakening effect ofthe several rows oi" holes provided for the fastening v rivets used .Ito secure the parts. In the reconstructioiifot used freight cars in the inanner herein suggested, it is ,vitallynecessary that the cost. of `strenggftheninzg the underfraine *be reduced to the lowest possible figure, and

accordingly any saving of material, however slight, and any eliininationof labor or machiningis of great importance from a commercial standpoint.

Accordingly, the primary object of the present invention, as was the primary object of the invention in the above identified application, is to provide a simplified form of reenforcement for wooden car under-frames which will feature a minimizing in the amount of material used, as well as the cost necessary to fabricate the reenforcing structure; which will eliminate parts heretofore regarded as necessary in suc 'i constructions; which will reduce the amount of labor necessary to mount the reenforcement in position in the under-frame and at the same time which will provide a type of reenforcement adequate to the modern requirements of structural strength in such circumstances.

The present disclosure resembles the disclosure in the above identified application in that the reenforcement at each end of the car is in the form of a one-piece pressing, the central portion of which is formed into a U-shaped channel fitting between the center sills to be reenforced, and provided with outstanding flanges which act as gusset plates and the parts of which between the end sill and the bolster and between the center sill and bolster'act as diagonal strain transmitting braces.

Incidental to the general obj ect of providing a reenforcement which will meet the requirements of the Car Builders Association and at the same time minimize in the amount of material used, the invention features a reenforcement which will be formed in part by the intermediate and other sills already in the car underframe structures to be reenforced and in this way utilize the intermediate sills as part of the center sill reenforcement.

Broadly this phase of the invention is attained by tying the portion of the intermediate sills at the points where they cross the bolster, to the center sill reenforcement and specifically to the gusset plates forming elements of this reenforcement.

in the previous application the portion of the reenforcement between the end sill and the bolster and between the center sill and bolster were described as strainbraces. In the present disclosure, additional diagonal strain transmitting braces are featured and are designed not only to resist buckling of the gusset plates but are also designed to provide the braces as vertically disposed elements coacting with the gusset plates to form angle braces capable of resisting strains both horizontally and vertically directed.

Another object of the invention is to provide a form of car end reenforceinent particularly designed for use in connection with wooden un'derframes and which will act independently of the bolster to secure the center and intermediate sills against spreading or other buckling action at the bolster and which will act additionally to secure the r-eenforced sills to the bolster.

Broadly this phase of the invention is attained by providing upstanding elements either as integral parts with the reenforcing pressing, herein featured, or as separable parts such as clips, brackets, and the latter of which may also act as Stringer brackets. Further featuring the desideratum to obtain maximum strength with the least amount of material used, the present disclosure features the corrugating of certain of these horizontally disposed strain transmitting members, such as the gusset plate and the horizontal flange fitting between the center sills, and the disposition of the fastening bolts in such way as to take advantage of their resistance to shearing action and in this way insure a positive securing of the reenforcing parts to both the sills andbolsters with the least number of rivets or bolts and in a way to minimize the weakening effect which characterizes a structure having -a multiplicity of bolt holes.

Various other objects and advantages of the invention will be in part obvious from an inspection of the accompanying drawings and in part will be more fully set forth in the following particular description of one form of mechanism embodying my invention, and the invention also consists in certain new and novel features of construction and combination of parts hereinafter set forth and claimed.

In the accompanying drawings:

Figure l is a plan view adjacent one end of a wooden car underframe equipped with a preferred embodiment of the invention and with parts broken away to show details of construction.

Figure 2 is a perspective view of oneyof the end units forming part of the complete re-enforcement partially shown in plan in Fig. l, together with a part of the associated central unit.

Figure 3 is a longitudinal sectional view. taken in the longitudinal medial plane of the car, on the line 3 3 of Figure l and looking in the direction indicated by the arrows; and

Figure t is a transverse sectional view adjacent the bolster taken on the line 4t-a of Figure l looking in the direction indicated by the arrows.

In the following description and in the claims, parts will be identified by specific names for convenience of expression but they are intended to be as generic in their application to similar parts as the art will permit.

In the drawings there is shown a wooden car underframe formed of longitudinally extending members, comprising a pair of transversely spaced apart wooden center sills 10 and 11, side sills 12v and 13, and intermediate sills 111 and 15; and transversely extending members including one of the end sills 16 and the adjacent bolster 17. It' is understood that the structure shown in Figure 1 is duplicated at the opposite end oi the car. There is also disposed in out'-l line certain other structural features of the car, includinga buffer block A18, and one of a kpair of draftk sills 2O which draft sills underlap the center sills and extend from the bolster to the fro-nt of the guard plate as is usual vin such constructions.

t is understood lthat this showing is intended to represent conventional kstructures and to disclose atyp'e of wooden under trame which is to be reenforced by the metallic construction particularly forming 'the subject-matter of thisV application.

In the form herein illustrated the center sill reenforcement comprises three major and two minor units formed of metal plate press'ings. Oi the major pressingsvthereis intended to be used twoend members each extending Jfrom one of the end sills past the adjacent bolster, and a connecting member disposed between the end membersv and fas tened at each end to the end members by means of tie plates which constitute the two minor units and arepreferably pressings.

Referring to either ot the end members, 21 `in Fig. v2, there is illustrated a single metal plate pressing having a length sufiicient to extend from the end sillft'orv the bolster and .preferably across the bolster yfor a distance equal to or less than the `distance from the bolster to the end sill. In the preferred form shown in Figure `1 the lpl'iess'ing is of a lengthto extend towards the center or the car from the bolsterjadistance approximately more thanL -onehalf of the distance between end sill and bolster. The central portion of the pressing is bent lon- 'gitudinally into a channel 22, VVinverted U- shaped in cross-section and iota size tofit between the inner faces of the centerA sills and acting to form a thrust beam at the adjacent end of the car lunderframe,`A `This beam includes a pair of verticallypdis'p'os'ed webs 24, a top lflange 25 and outstanding bottom flanges 26 which project integrally from the lower edges of each of thekwebs 2d and coact therewith to provide right angle seats for the woodenv center sills 10 and 11.

The flanges. 26 are extendeden Veach'side beyond the outer faces of theadjac'ent center sills to provide horizontally disposed plates 27. Each plate is of maximui'n width along the bolster, and in the form-ofthe invention disclosed in Figure 1 extends at least to the adjacent intermediate sill 11i ofr 15, The plate is of gradually reduced width in'both `directions from the bolster and formsbe- Y 'tweenthebo'l'ster and the adjacent end sill a triangular shaped .plate 2S which coacts with the adjacent upstanding web 2st to form an angle pressing which in addition to providing a-seat for the wooden sillwillfv function jas diagonal strain transmitting bracefto distribute shocks received at the center of the end` sil-l and to convey the same to the portions'of the bolster to the outside of the center sills. Y Inanother aspect of the disclosure it may be considered that 'the'y narrow flange V26 on each side of the center together wth the portion 2S of the extension and without the web 24 will be of suificientstre'ngth to constitute a strain brace. Thegeneral eiiectof the construction as thusv far described will betoleil'ect a transference and distribution of Ishocks at the center of the end sill in direct lines to they central portion of the bolster and alongmoutwardly divergent lines to the portions .ofthe bolsteroutsidel of the center sill construction. The portion of the flanges- 28 1 which extend horizontally beyond the center sills are fastened to the bolster lby means of rivets 29 and in this way there is provided -a V.plate which functions Vas the usual gusset plate between the center sill construction and the v bolster.

'The central unit 30 connecting the end "pressings 21 resembles the end pressings `in youtline and dimension, except that it is not pr-ovidedwith the gusset plate for-ming extensions27. This part of the construction issimply a one-piece channel shaped member, preferably a pressing, inverted U-shaped in cross section and provided with outstand ing iianges 31. However', this part "s well as the end pres'sings 21 may obviously be yformed of two Z members riveted together. The ends'of the central pressing are'secured to the adjacent end pressings by means Vof tie plates 32 which extend across the joints between the units and are fastened by rivets 33. In the present disclosure this tie .plate corresponds in crossV section to the central member, except that it is ofc'orrespondiuglyr 'smaller size soy as to lit in the trough or channels of the members to which they are attached.

lVhere the question of economyfin reenforcements 'is' vital the lcentral pressing may be reduced in the amount olf-material used; may have some of its ,parts omittedgor may be omitted entirely. In this latte-ricas'e dependence` is Vplaced upon the unreenforced wooden center sills 'to provide the necessary structure parts at the center ofthe underframe. p l

`The parts of the reeniorcementfa're'isecured to the center sills by vertically disposedv bolts 3ft and horizontally Vdispose-Cl bolts 35. v TheV construction a'svthu's rar' described has its analogous parts correspondingly numbered in the above identified application, and it is intendedthatv'the claims in said pending application shall be read sufficiently broad to cover the modifications disclosed in this application.

In the present disclosure the reenforciug pressing is continued laterally behind the showing in the previous disclosure so as to include the intermediate sills lil and l5 as a part of the same and thus add the cross-section of material in the intermediate sills to make up the necessary cross-section of material in such structures required by the Master Car Builders. This may be attained either by the use of an integral angled extension 38 from the gusset plate 28 as shown at the right of Figures l, 2 and 4, or it may be a separate angle piece 39 riveted to the gusset plate at the point Where it laps the bolster as shevxnat the left side of the center sills in Figures l and et. In either ease the ezitension is secured to the intermediate sills by means of horizontally disposed bolts. a0. ln the shoxvingof the form of intermediate sills reenforcements at 38 it is disclosed as comprising an inverted U-shaped pressing designed to conform in configuration to and fit across the top of the intermediate sills and are fastened thereto by means of vertically extending bolts Lll. lt is obvious that this sill overlapping form of engagement with the intermediate sills may be a separate piece from the gusset plates and secured thereto as suggested with reference to the angle piece shown at 39.

For the purpose of preventing outward spreading of the intermediate sills Where the reenforcement simply extends upward on one side of the intermediate sill, as is the case in the showing at 39, a separate angle 42 is positioned on the outside of the intermediate sill. Such an extension from the reenforceinent provided by the pressing 2l, additionally acts as a clip for receiving the adjacent ends of the bolts elf). rlhe lower, outer flange of the intermediate sill reenforcement, in either the form shovvn4 at 38 or is secured to the bolster by vertica bolt Llll. lt is obvious that the intermediate sills may be separately reenforced and secured to the center sill reenforcement f ollowing any approved practice; the intent of this disclosure being principally to provide a center sill reenforcement which will include intermediate and other sills and which may, if desired, be extended even to include the side sills.

In order to prevent spreading of the center sills, stops 44C preferably in the form of angle brackets, are positioned in the angles between the outer face of each center sill and the gusset plate with the vertical flange 1,57e,eee

utilized as a stop member toprevent spreading of the center sills and to add material to the center sill reenforcement Wit-hout necessity of providing a member particularly for this purpose. Accordingly, in the present disclosure the brackets all are illustrated as stringer brackets and are shown supportingl stringers 46.

ln the prior disclosure the gusset plates Were shown simply as flat plates. ln the present disclosure these plates are strengthened transversely of their planes in tv/o Ways, first by corrugating the same as indicated at di' and secondly by dewnturning the outer edges to form vertically disposed flanges The corrugations, of course. tend to prevent buckling of the plate and add materialy to its resistance to distorting strains without materially adding to the amount of material present in the alternative form of flat plates. The down-turned flange 48 may be regarded as a vertically disposed strain transmitting brace which extends from the end sills to the bolster on opposite sides of the center sill and which extends from the portion of the center sill beyond the bolster forwardly and outwardv to the bolster so as to transmit to the bolster strains received from the opposite end of the car underframe.

rllhe downturned flange may be regarded when considered with the horizontal disposed plate 28 as an angle bar which Valso acts as a strain transmitting' member. Further the horizontal web 2li, plate 28, and flange itl may be regarded as a particularly efficient form of Z-shaped strain transmitting brace. ln any ease the braces extend on opposite sides of the medial plane of the car and provide an extremely rugged form of strain transmitting structure for transfer'- ring strains not only to the bolster but also to the intermediate sills.

lt is herein suggested that the top flange Q5 be corrugated as indicated at- 4t) and these corrugations may extend for the entire length of the car underframe by corrugating the top flange 5() of the central unit 30. It is also suggested that the outstanding flanges 3l have their outer edges dotvnturned as shown at 51 which acts to strengthen the flanges 3l and constitute in effect a continuation of the flanges 48 at opposite ends of the car underframe.

A filler block 52 is positioned between the Webs 24 and is secured to the end sill i6 by means of bolts 37 passed therethrough and through the buffer block 18.

By means of a reenforcing construction such as is herein disclosed it is'possible to provide the old Wooden car underframe with sufficient cross-section of reenforcement to meet modern requirements and at the same time to attain this result While featuring economy in the amount of metal used and Vspacing member for economy in thccost of constructing the reenforcement as Well as the cost of linstalli-1i@ the same in place.y l f 1 Y It is simply necessary/to stamp they different reen'lorcements to the desired dimensOns to tit any particular set of car underframe, boltrthe same inrposi-tionfthrough bolt holes many of which are already inthe structure to be reenorced and the others of which can be easily formed. y v

Certain of the wooden structural parts Which have heretofore been ignored-in estimating the strength of the` center sill construction are non7 broi'ight into the igurin-'g of the strength( of the u-nderframe at the bolster: at the draft lugs, andaall of the associated parts are tied together So as'to mutually reenforce and brace each other` and thus form a rugged part Woodl and part metal underframe which meets modern requirements of structural strength.` Y

Having thus lescribed lmy invention, I claim:r f Y 'e l. In a car underfragmc, the combination of a pair of center sills, a pair of'intermediate sills, a pair of side sills, an end sillpand a bolster, of a reenforcement .comprising a structural unit having a ycentral part litted betweenl the centersills to reenforce the same, having outstanding flangeswconstituting gusset plates on `each side of thel center sill, overl-appingftlie bolster, and extending longitudinally therefrom to the endsill to form strain braces, and n i'eansor tying the gusset plates to the vertical sides: of the intermediate sillsWher-eby the uni-t acts as a securing the' intermediate sills in lixed relation to' the 'center sills `plete-per se,

' metal.-

and whereby both the center and intermediate sills are uni-ted and mutually reenforced.

.2.-In a device of the class described,the combination With a` car underframe, comcenter sills and a pair of intermediate sills, said sills collectively `having a sectional yarea of material of a strength less than that equal tov thirty square inches ojmetal, of astructural metal unit constitutinga reenfOrCement secured to both the pair of center sil-.ls and to the parof intermediatelssiflls, said metal reentorcement havinigya sectional area less than thirty .square inchesnand coacting with the sills to provide a ,sectional areal at least equal to thirty -squame inchesl of the 3. In alcar undert-rame,l the combination wit-1ra .een-ter sill, and intermed opposite sides, thereof, ot a fashioned at its center to at andl constitute aV metal.- r same, .Said pressi-ng inch ,ex-te d' .flanges outsta;

and `including a pair ofvvoodenr .forcement for the center and intermediate In aI lcar underframe, the combination with afcenter sill, yintermediate sills, and a bolster, of a single pressing including gusset plates overlapping the bolster, on opposite sides otthe'center sill, said pressing pro-A ,vided centrally thereof-With a vertically eX- tendingv portion constituting a metal reenter-cement for the. center sill and meansrincludingvertically extending-,flanges at the e uter edges of the gusset platesfor securing the same to the intermediate sills.

5. In y a car underframe, the combination with laA center sill, `intermeihate sillsandl a bolster, of a single pressing including gusset plates overlapping they bol-ster on opposite .sides of' the center sill, .said pressing Ypro-` vided centrally thereof'with a vertically eX- tendlng portion consttutnga metal reenforcement for the center sill and provided Awith means for securing the pressing to the intermediate sills.

6. In a car underframe, the combination y.

`wyithl a center sill, other sills on opposite sides of the same and a bol-ster, of a single structural unit secured-,tov the bolsterpland provided- With means for-tying the sills in their-preset relative position and provided with ,parts for reenforcing the center sills.

7.,'In 4a car underframe, the combination ,with center sill, other sills on opposite sides of the same, .and a bolster, of a single structural yunit Securedto the bolster and provided with' means for vtying-the sills in their preset relative position and provided with par-ts lfor reenforcing'the- .center sills `andfmeans'secured to the unit for reenforcing said othersills.. i y Y i 8. In a ear underframe, theV combination fof a.eWooden.,structure,including a pair of Y center sills and pair ofouter sills, of a' k metal reenforcement provided thereofWi-th` means for vreenforcing the een-V centrally ter sillslfiorizontally disposed, outstanding flanges, constituting combined gusset plates and strain transmitting braces and outer sill-'reenfonefngj .meansA at the k.lateral edges of said flanges.. i

9,111 acar underframe, the combination 'Witha pair Of center sills, a; pair of interrmediate sills, cooperatively yassociated to fo-rm' a car underfraxne and a bolster, of a structural unit ypro-vided With means lit-ting between-and mentore-ing the-@enter sills 'and other means engaging the, intermediate ltotetliein he Same .an

Ill.)

scribed strength of sectional area, of a metal reentorceinent for both the center sills and said other sills, said metal reentorceinent having a sectional area of material suflicient to supplement said wooden center and other sills and coacting therewith to provide the prescribed strength of sectional area.

11. In a car undeifraine, the combination ot a wooden structure including a pair ot center sills and a pair ot outer sills, ot a metal reenforcement provided centrally thereof with means for reenforcing the center sills horizontally disposed, outstanding flanges constituting combined gusset plates and strain transmitting braces and outer sill-reenforcing means at the lateral edges of said flanges and bots for securing said ieenforcement vto the bolster.

12. In a car nnderfraine, the combination with a bolster, its adjacent end sill and a center sill, of a one-piece pressing' bent to forni a center sill reenforcement with horizontally outstanding gusset plates on opposite sides thereof and having the lateral edges ol" said gusset plates turned out of the plane of the plates to 'form a pair of diagonal strain braces extending from the end sill to the bolster on opposite sides of the reentorced center sill.

13. In a car underfraine, the combination with a bolster, its adjacent end sill and a wooden center sill, ot a metallic reenit'orcenient for the portion of the wooden center sill between the end sill and bolster and including a horizontally disposed gusset plate projecting laterally from the center sill and having its outer' edge extending diagonally from the end sill adjacent the center sill bent to form a vertically disposed flange constituting a. diagonal strain brace between the end sill and the bolster.

14. In a car underfranie, the combination with a. center sill and a bolster, of a center sill ieenf'orcement including an outstanding gusset plate extending longitudinally on opposite sides of the bolster, said gusset plate converging in width from the bolster towards vtlie center side, the outer edge of the gusset plate being bent to form strain transinitting braces extending on one side to the bolster from the part ot the center sill ad jacent the end sill and extending on theother side of the bolster from the center Sill dial plane of the car, an inner verticallyv disposed web, a horizontal web constituting a gusset plate and an outer vertical web, all

integrally connected, the parts between theend sill and the bolster constituting strain' distributing braces Z-shaped in transverse cross-section.

1G. In a car undertrame, the combination with center and other sills, a structural unit including a vertically extending part for reenforcing the center sill and a horizontally extending flange projecting 'from the bottom ofl the center sill towards one of said other sills, said fiange having a down-turned part acting to lower the center of figure of the vertical part of the unit reenforcing the center sill.

17. A structural reenforcing unit for a car underframe including a gusset plate adapted to underlap the center sill and extend toward another sill, an edge ot said plate being Vdownfturned to f'oiin a strain brace and the part of the plate adapted to extend across the bolster being rip-turned to tit against a side ot one ot the other sills.

18. In a car undertrame, the combination of a center sill to be. reeiitorced and a bolster, of a one-piece pressing constituting a structural unit including a center sill reenforcing part, a gusset plate and a diagonally extending strain distributing brace at the outer edge of' the gusset plate.

19. A structural unit for car underframe comprising a central inverted U-shaped center sill reenforcing part, horizontally extending flanges projecting laterally troni said central part and forming gusset plates and theouter edges of said plates being down-turned to form with the gusset plates diagonal strain braces.

20. A structural unit for car undertraine comprising a pressing including a central inverted U-sliaped center sill rleenforcing part, horizontally extending flanges projecting laterally from said central part and the outer edges of said flanges being dowir turned.

21. In a car underframe, the combination of a pair of center sills and other sills, ot a reentorcement including a U-sliaped part fitted between the center sills to reenforce the same, laterally extending flanges underlapping the center sills and having their outer edges upturiied to fit against said other sills, and shear bolts for securing said upturned edges to the other sills.

22. In a car underframe, the combination. of a pair of center sills, a. reenforcement including a part itted between the sills to prevent relative movement in the direction towards eachother, and including outstanding flanges underlapping and projecting beyond the center sills, stop members projecting upwardly from the projecting portions of said flanges and engaging the center sills onthe outer sides thereof to prevent'relative movement in the opposite direction and stringers carried by said stop members.

23. In a car underframe, the combination .ot a bolster, a sill, a reenforceinent for the sill underlapping the saine and overlapping tlie bolster, a Stringer bracket secured to and projecting upwardlyr froin the reenl'l'orceinent, constituting a. part thereof and engaging one side ofthe Vsill to prevent movement of the saine in tliedirection towards said bracket.

24. In a car underfr'anie, the coinbinatioii with a center sill, an intermediate sill and a bolster, of a reentoroeinent including a gusset plate extending troni the center sill to the intermediate sill and overlapping the bolster, said plate provided with ineansr up; standing therefrom for engaging vertical sides of both the center and intermediate sills to reeiiorce the saine and bolts. for securing said ineans to theirassociated sills.

25. A ieeniorcenientfor a car undertranie comprising a gusset plate provided with means for securing lthe saine to the center sill and provided with an angled vclip, for

securing the sanie to an intermediate sill.

26. A structural reeniorc'ing unit for a car uiidei'fraine includingl a gusset plate adapted to uiiderlap the center sill and eX- tend towards another sill, an edge of saidA plate being down-turned to 'forni a strain brace, and a clip at the outer edge of said plate for securing the saine to .said other sill, said clip being inverted U-shape and adapted to overlap said other sill.

27. A structural reentoroing unit for a car iindei-:tranie including a gusset plate adapted to uiiderlap the center sill and eli-- tend towards another sill, an edge ot' said plate being down-turned to forni a strain brace and a clip at the outer edge of said' plate for securing the saine to saidfotlier sill.

28. In a car underfraine, the combination ot' a pairvof sills,fa reenforcenient extending between the sillsy and including a pair of vertically extending elements, engaging the sills, one tor each sill, horizontally extending bolts passing through each sill and its l associatedreenforcenient element, andv clips engaging each bolt on the side of the sillV opposite the side engaged by its associated element.v f

' 29. In a car underfranie, .the combination of a sill, a reeiitorc'enieiit therefor includ# ing a vertically disposed element, a liorip zoiitally extending bolt passed through the eleinent and sill, and a clipbetween the bolt and sill.

30. In a car underfraine, a inetal reen- 'forcement including a central channel shaped` portion with outstanding iianges,

the web` of thefchannel shaped portion and -said flanges being corrugated.

31. In a car underfraine, la sheet Vnietal reenforceinent including horizontal and vertically. extendingv elements, the horizontal extending'eleinents being corrugated. y Y

32. In aI car underframe, a reentorcernent including a horizontallyA disposed gusset plate, said plate provided witn corrugations.

'reenforcech a nietal reenforceinent including an inverted U-shaped pressing fitted be-v tween the center sills to prevent their col-y lapse and vextending inwardly vfrom the end sill and a filler block fitted `between the pressing adjacent the endsill.

Signed at New York city in the county ofv Y New York and State of New York his 10th day of March A. D. 1924. f

v JOHN P. GALLAGHER 

